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rFENDER ATTACHMENT FQRSTRBET GARS.

No; 540,644. Patented June 11, 1895.

(No Model.) 2 sheets-s116912.

y E. DEL VALLE.

FENDER ATTACHMENT POR STREET GARS.

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ELISEO DEL VALLE, OF BROOKLYN, NEW YORK, ASSIGNOR OF ONE-HALF TO AUGUSTUS R. O. SOHABBEHAR, OF SAME PLACE.

FENDERY ATTACHMENTA FOR STREET-.C ARS.

SPECIFICATION foinglar' f Letters Imi-.ent No. 540,644, dated June 11, 1895.

Application filed August 2, 18 94.

To all whom, t may con/cern: Y

Be it known that I, ELIsno DEL VALLE, a citizen of the KingdomY of Spain, residing in the city of Brooklyn, in the county of Kingsand State of New York, have invented certain new and useful Improvementsin Fender Attachments for Street-Cars, of which the following is a speciiication.

This invention relates to an improved fender-attachment for electric, cable and other surface-cars, which fender-attachment is located in front of the Qda'shboard of the car, and placed in such position that as soon as the forward-extending guardfarms of theat-l tachment abut against'an'obstruction on the track, the fender-net is immediately extended in forward direction so as to scoopup the `obstruction and prevent it from being injured by the car; and the invention consists lot' a fender-attachment for streetcars, which comprises an upright main-framethat is provided with means for attachment to the dash-board of the car, forward-extendingguard-arms applied to a transverse piece pivoted to the main-frame, a ilexible guardcord that extends from folding side-armsvover the ends of the guard-arms, and a fender-net that is stretched over the mainframe, a U-shaped frame fulcrumed at its upper ends to curved arms of the main-frame, the upper ends of said frame, as well as the upper ends of the pivoted side-arms, being connected by suitable springs and retained in closed positionV on the main-frame by means of locking-cams, so that as soon as the elastic guard-cord strikes the obstruction on the track, the -fender-net is extended in forward and lateral position and supported on shoulders of the forward-extending arms, so that the middle portion scoops up the body or other obstruction, while thebackwardly-inclined side-portions ward 0E any obstruction and push the same sidewise off the track, as will be fully described hereinafter and finally pointed out in the claims. Y l

In the accompanying drawings, Figure l represents a perspective view of a car with myimproved fender attachment, showing the latter inits normal position on the dashboard of the car. Fig. 2 is a perspective view of the fender attachment drawn on a larger scale sei-n.1 te'. 519,236. .(110 moda.)

and showing it extended for scooping up an obstruction on the track. Fig. 3 is a front elevation of the fender attachment, and Fig.

4 a side elevation of the same.

Similar letters of reference indicate correspending parts.

Referring to the drawings, A represents the dash-board of an electric, cable or other car,

to which my improved fender-attachment is 'frame A of Vthe dash-board of the car or to eyes on the same or in any 'other sensible manner.

lTo the upper connecting-rail of themainframe B are fulcrumed oscillating arrns O, which are connected with said rail by means of strong helicalV springs C. To the lower ends of the fulcrurned and spring-actuated arms C are pivoted laterally-extending arms O2, which are guided in perforated lugs c3 of the main-frame B, and which are retained, when pushed inwardly in the plane of the main-frame, by recessed locking-links D, which are pivoted to the outer ends of the arms O2, on the lugs C3 of the main-frame B, as shown in Figs. 3 and 4. When the arms C2. are pushed inwardly, they are retained in locked position by the recessed ends of the links D on the lugs C3, and by the tension of the springs C', said arms being quickly moved in outward direction as soon as the locking links D are released from the lugs O3.

To the lugs C3 at the lower end of the mainframe B is pivoted a transverse bar E, which is provided at-rrighthangles thereto with forward-extending guard-arms E', which carry at their front-ends guide-sleeves Ezthrough which is extended a liexible guard-cord E3, of any approved material said guard-cord forming with the arms a guard-device that extends in front of the lower part of the dashboard and that is located closelto the rails of the track, as shown in Fig. 1. The forwardextending arms E are provided at their under sides, near the guide-sleeves E2, with downwardlyextending shoulders e, which serve to support the lower transverse part of IOO a U-shaped fender-frame F, the side-arms of which are fulcrumed to the forwardly-bent upper ends of the main-frame B. The sidearms of the fender-frame F are extended by short crank-arms f above the fulcra, and are each connected by strong helical springs f with tixed points on the main-frame B, said springs moving the fen'der-frameF in forward direction as far as permitted by the guardcord E3 so that the lower transverse part of the fender-frame F is retained by the shoulders e of the arms E'. To the outer ends of the laterally-movable arms C2 are applied fixed forwardly-extending locking-arms f, which engage the side-arms of the fenderframe F, when the latter is moved against the tension of its springs f into vertical position in front of the main-frame, as shown in Fig. 4.

A fender-net N is stretched over the mainframe and attached to the outer ends of the arms O2 and the lower part of the fenderframe F, as shown clearly in Fig. 2. When the arms C2 are pushed inwardly and locked by the recessed links D, and when the fenderframe F is moved up toward the main-frame B, the fender-frame is locked in vertical position close to the main-frame B by the hooks f2. The slack of the flexible guard-cord E3 is taken up by the pivoted links D when the fender-frame is in locked position, while when the fender-frame F and fender-net N are in forward position, the guard-cord E3 is stretched taut when the fender-frame is retained by the shoulders e in forwardly-inclined position, as shown in full lines in Fig. 3, and in dotted lines in Fig. 4.

the frame A. The fender-frame F is then in upright position, its lower end being retained by the hooks f2 engaging the lower part of the side-arms of the fender-frame, as shown in Fig. 4. In this position of the fender-` frame, the actuating-springsf are set totension, while the side-arms C2 are pushed inwardly and their springs C set to tension by the locking links D. The guard-cord that extends over the forwardly-extending arms E and their pivoted guide-sleeves E2 is likewise set to tension by the rearward position of the locking links` D, so that when the track is obstructed bya body, the latter is struck by the guard-cord, either at its transverse front-portion or at its backwardly-extending side-portions, and thereby a tension exerted on the same, so that the links D are released, the

side-arms C2 moved instantly in lateral direction releasing the fender-frame F, and per-` mitting the latter to be moved by its springs obstruction sidewise clear of the track, so as to prevent accidents or other injury to the same. When the obstruction is removed, the fender-frame and side-arms are returned into their normal position and locked by the links D and hooks f2, the links also imparting the necessary tension to the fiexible guard-cord, while the fender-net is folded up between the main and fender-frames, as shown in Fig. l.

When the car is to be run in the opposite direction, the entire fender-attachment is removed from one dash-board and placed in position on the other dash-board, for which purpose the forwardly-extending guard-arms E are first moved with the flexible guard-cord into the upward position between the fenderframe, as shown in dotted lines in Fig. 4, in which position the whole fender-attachment can be readily removed by the conductor and replaced in position on the dash-board at the opposite end of the car. The forward-extending guard-rods and the flexible guardcord are then lowered again after which the attachment is again ready for use, it being called into action whenever the guard-cord strikes an obstruction, either by its transverse front portion or by its inclined sideportions, so that the obstruction is either scooped up or pushed sidewise of the track,and thereby accidents and injuries prevented.

Having thus described my invention, I claim as new and desire to secure by Letters Patentl. A fender-attachment for cars, comprising an upright main-frame, means for attaching said main-frame to the dash-board of the When the fender-attachment is desired for use, it is hung on' the front `dash-board of the car and firmly secured by the hooks b ZJ' to 1 car, spring-actuated and laterally-swinging side-arms, a spring-actuated fender-frame fulcrumed to forward extending arms of the main-frame, a transverse bar pivoted to the lower part of the main-frame, forwardly-extending guard-arms applied to said pivoted bar, a flexible guard-cord extending over the front-ends of said forwardly-extending arms, a fender-netstretched on the main and fender frames and connected to the outer ends of the laterally-swinging side-arms, and means for locking the fender-frame and laterally-swinging side-arms close to the main-frame, and release the same when an obstruction strikes the guard-cord, substantially as set forth.

2. A fender-attachment for cars, comprising an upright main-frame, means for attaching the same to the dash-board of the car, fnlcrumed and spring-actuated arms swinging in the plane of the main-frame, laterallyswinging side-arms pivoted to the lower ends of said fulcrumed arms, a spring-actuated fender-frame, the side-arms of which are fulcrumed to the upper ends of the main-frame, forwardly-extending guard-arms, a flexible guard-cord guarded at the ends of said arms, a

` fender-net stretched over the main and fenderframes and attached to the outer ends of the laterally-swinging side-arms, recessed locking links pivoted to the outeren ds of the sidearms, and connected to guard-cord and lock- IOO IIC

- ing hooks on the yside arms, for holding the fender-frame in locked position close to the main-frame, substantially as Set forth. v

3. The combination of an upright mainframe, provided with forwardly-bent arms at its upper end and guide-lugs at its lower end, a U-shaped fender-frame fulcrumed to said arms, springs for connecting the upper ends of the fender-frame with the main-frame, av

transverse bar pivoted to the lower part of the main-frame, forwardly-extending guard-arms attached to said transverse bar, downwardlyextending shoulders at the front-ends of the guard-arms, a guard-cord'extending over ther front ends of the guard-arms, looking devicey Vonthe laterally-extending side-arms, adapted for looking the fender-frame to the mainframe, looking links pivoted to the outer ends of the side-arms and connected to the guardoord, said locking links having recesses for engaging the guide-lugs for looking the side- Varms and fender-frame and setting the guardoord to tension, substantiallyas set forth.

In testimony that I claim the foregoing as `my invention I have signed my name in pres- 

